Cessna 206 accident near Karluk, Alaska, July 7, 2002
On July 7, 2002 at about 11:00 pm local time, a Cessna 206, registered N35606, was substantially damaged in an accident near Karluk, Alaska. It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadvertent water landing on amphibious floats with the wheels extended, which resulted in the airplane nosing over. A factor associated with the accident was the pilot's diverted attention during departure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2002 · about 11:00 pm local time
- Place
- Karluk, Alaska · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 206 · all 206s on the register
- Registration
- N35606 · no longer on the register · serial 420602733
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated commercial pilot was landing an amphibious float-equipped airplane on a saltwater lagoon. The pilot reported that after departing from a gravel-covered airstrip, en route to the salt-water lagoon, his attention was temporarily distracted while correcting a minor flap retraction problem. The pilot thought he had placed the landing gear retraction handle in the "up" position, in preparation for a water landing at his destination, but failed to observe 4 blue lights, indicating that wheels were up for a water landing. During touchdown in the lagoon, as the keels of the floats made contact with the water, the airplane suddenly pitched forward, and nosed over. The pilot said that as he exited the sinking airplane, he noticed that the wheels were in the "down" position. Due to the saltwater emersion damage, the landing gear retract/extension system could not be tested. The director of operations for the operator reported that when he interviewed the pilot shortly after the accident, the pilot reported that after departing from the airstrip, his attention was distracted during the wing flap anomaly, and that he just forgot to retract the wheels.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane; rotorcraft: helicopter
- Flight time: 13,502 hours in all; 900 in this make and model; 91 in the last 90 days; 91 in the last 30 days; 12,000 as pilot in command
- Last flight review: June 12, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520F (piston); 0 hours total
- Operator: Alaska West Air, INC.
The flight
- Departed from: 2A3 Larson Bay AK at 5:45 pm
- Destination: KYK Karluk AK
Weather at the time
- Light: daylight
- Wind: at 10 knots
- Visibility: 20 statute miles
- Sky: a few clouds at 2,500 ft
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.